Protective mail mesh

ABSTRACT

A protective mail mesh and a method of making the same. A plurality of one-piece members are fabricated each consisting of at least two closed loop portions and a connecting portion connecting the same. Each of the loop portions has an opening which is so dimensioned as to permit sliding insertion therethrough of another loop portion of another member only when the loop portions of the members have a predetermined orientation with reference to one another. Each connecting portion of each of the members extends through and is at least in part slidably accommodated in a loop portion of at least one other of the plurality of members whereby all members are connected movable with respect to each other and together constitute a mail mesh particularly suitable for protecting the vehicle tires.

United States Patent Walter Slepmann Belecke/Mohne;

Walter Siepmann, Jr., Belecke/Mohne; llans-Jurgen Vogt, Belecke/Mohne;Herbert Sobota, Warstein(Sauerl.), all of,

[72] Inventors Germany [21] AppL No. 786,931

[22] Filed Dec. 26, 1968 [45] Patented Aug. 31, 1971 [73] AssigneeSiepmann-Werke KG Belecke/Mohne, Germany [32] Priority Dec. 27, 1967[33] Germany [54] PROTECTIVE MAIL MESH 60 Claims, 23 Drawing Figs.

[52] US. Cl 152/171, 152/243 [51] Int. Cl. .l B60c 27/02 [50] Field ofSearch 152/167, 170,131, 201, 222,180,185, 187,243, 244; 245/4 PrimaryExaminer-James B. Marbert Attorney-Michael S. Striker ABSTRACT: Aprotective mail mesh and a method of making the same. A plurality ofone-piece members are fabricated each consisting of at least two closedloop portions and a connecting portion connecting the'same. Each of theloop-portions has an opening which is so dimensioned as to permitsliding insertion therethrough of another loop portion of another memberonly when the loop portions of the members have a predeterminedorientation with reference to one another. Each connecting portion ofeach of the members extends through and is at least in part slidablyaccommodated in a loop portion of at least one other of the plurality ofmembers whereby all members are connected movable with respect to eachother and together constitute a mail mesh particularly suitable forprotecting the vehicle tires.

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n and A 189%,) $1. 8 O lab-Q I m m, aur- NNNNNN OR PATENTED M183] 1971saw 1o 0F 10 PROTECTIVE MAIL MESH BACKGROUND OF THE INVENTION Thepresent invention relates generally to mesh fabrics, and moreparticularly to a protective mail mesh. Still more particularly, theinvention relates to a protective mail mesh for protecting vehicle tiresand the like. The invention also relates to a method of making suchprotective mail mesh.

Heavy construction machinery and vehicles, and analogous vehicles, whichare used primarily on very soft ground or on very rocky uneven ground,must be provided with protection for their vehicle tires. Evidently, ifthe vehicle is to be used on very rocky and uneven ground, the tiresmust be protected against damage; on the other hand, if the vehicle isused on very soft ground, the protection must be provided againstundesired sliding and to prevent the vehicle from becoming mired.Heretofore, chains were used for this purpose, namely tire chainsconsisting of a plurality of chain links which are usually broken intheir configuration and, subsequently being loosely connected, areclosed by having their open sides welded together. Of course, it ispossible to fabricate only every second link with an open side becausethis suffices for the necessary assembly procedure. However, even so,every second link at least must be welded on assembly of the link into achain, and this is extremely time consuming and requires highlysignificant quantities of energy for welding purposes. Furthermore,welding apparatus is of course necessary for this purpose and because ofthe chain assembly of which the links constitute a part when they arebeing welded, the welding apparatus must be relatively complicated.Additionally, it is necessary that such welding operations be carriedout only by skilled personnel in order to avoid improper welds and earlybreakage of the chains. In consequence, the manufacture of such chainsis expensive and, of course, also time consuming .with the result thatthe finished chain is quite expensivein its selling price.

Furthermore, the necessity to weld the links requires the use of suchtypes of steel which can be readily welded. Certain types of steel whichare highly resistant to wear and therefore very well suited for thepurposes at hand, are thus automatically disqualified because they donot weld readily. Instead, it is necessary to make the selection ofsteel purely from the point of welding characteristics, forcing theselection of steels which have good welding characteristics but quitefrequently have inferior resistance to wear.

A further problem with the use of steels in the manufacture of suchchains is the fact that the inadequate hardness of ordinary steels makesthese unsuitable for the purposes at hand. It is therefore necessary touse steels which must undergo a subsequent heat treatment. Of course,such heat treatment can be carried out only at the welding process iscompleted, that is after the links are assembled into a chain, becauseotherwise the heat treatment would be negated by heating of the chainlinks as they undergo welding. Accordingly, it is necessary to place thecompleted chain into a heating or annealing oven which, because of thevery large sizes and weights of the chains involved-it being kept inmind that they are used for large-dimensioned tires on heavyvehicles-and this in turn requires correspondingly large and heavilyconstructed heattreatment ovens. Ovens of this type are not, however,available as standard items and can be had only as speciallymanufactured items which are correspondingly expensive. On the otherhand, with rare exceptions it is not possible for economical andtechnical reasons to use such ovens for general purposes other than theannealing of these special tire chains. Economic considerations make thepurchase of such specialty ovens frequently impossible under thesecircumstances and the manufacturer is forced to utilize ovens which areavailable as standard items. However, these ovens are so limited intheir capacity that it is generally not vehicle to simultaneously heattreat an entire chain for large vehicle tires. This, then, makes itnecessary to assembly the chain in section which are individually heattreated and subsequently connect. However, such subsequent connection isnot possible by welding because this would negate the beneficial effectsof the heat treatment. It is therefore necessary in the prior art to usespecial relatively complicated connection links for joining theindividually heat treated sections to one another. Evidently, thisfurther increases the manufacturing and sales price of such chains andthese special connecting links are frequently not as strong andresistant as the regular chain links who have such a form and dimensionsthat they adversely influence the ability of the tire chain to conformwith the tire and/or to uneven terram.

SUMMARY OF THE lNVENTlOn It is, therefore, a general object of thepresent invention to provide a protective mail mesh, particularly .forprotecting vehicle tires, which is not subject to the aforementioneddisadvantages.

More particularly, it is an object of the invention to provide such amail mesh which can be manufactured in a much more simple and lessexpensive manner than theretofore possible.

A still more specific object of the invention is to provide such a malemesh which, as its name already indicates, is not of chain type as knownform the prior art, but in form of a mesh fabric or mail fabric.

A concomitant object of the invention is to provide such a mail meshwhich provides very good support of the tire with respect to the groundas well as lateral guidance of the tire and protection thereof againstdamage.

in pursuance of the above objects, and others which will become apparenthereafter, one feature of our invention resides in the provision of aprotective mail mesh, particularly suitable for vehicle tires, whichincludes a plurality of onepiece members each of which consists of atleast two closed loop portions and a connecting portion connecting thesame. Each of the loop portions of each of the members is provided withan opening which is so dimensioned as to permit sliding insertiontherethrough of a loop portion of an other of the members only when theloop portions of the members have a predetermined orientation withreference to one another, and to slidably accommodate at least a part ofthe associated connecting portion of the respective other member. Eachconnecting portion of each of the members extends through and is atleast in part slidably accommodated in a loop portion of at least oneother of the plurality of members so that all of the members areconnected movable with respect to each other and together constitute amail mesh.

It is clear that with this construction the mail mesh can be assembledwithout resort to welding with a consequent significant reduction in thetime required for the assembly and in the expenses involved. The timerequired for manufacturing a mail mesh according to the presentinvention is at most half that of the time necessary for assembling anequally dimensioned tire chain known from the prior art. This reductionin the time requirement is largely the result of the elimination of thevarious welding steps because the simple insertion of one loop portionthrough the opening of another is evidently much simpler and quickerthan the welded connection heretofore necessary between individual linksof tire chain according to the prior art. Furthermore, the expensiveapparatus necessary heretofore for carrying out the welding process, andthe energy requirements for operating such apparatus have beeneliminated. in addition, a mail mesh according to the present inventioncan be assembled by unskilled help instead of requiring a skilledwelder.

Even if, in the assembly of the mail mesh according to the presentinvention, individual ones of the members have been improperlyconnected, this is of little consequence and does not require the soconstructed mail mesh to be discarded. Rather, it is a simple matter todisconnect the individual members from one another to reassemble themproperly. Thus, an

error of this type can be corrected relatively quickly and withoutsignificant expenses. A further advantage will be seen in the fact thatthe elimination of the welding step makes it possible to use any type ofsteel suitable for the requirements made of a protective mail mesh ofthe type in question, regardless of whether the steel has good or badwelding properties because it does not have to be subjected to welding.Accordingly it is possible to use steels which weld badly or not at allbut are particularly well suitable for the purposes at hand because theyare highly resistant to wear and to breaking. This is evidently of greatbenefit as far as the increase of a lifetime of the mail mesh isconcerned.

If types of steel are used which require heat treatment to obtainfavorable characteristics concerning hardness and the like, such heattreatment need not be carried out after the protective mail mesh isassembled, but can be carried out on the individual members of which themesh will later be assembled. This is possible because the thus treatedindividual members will not subsequently be subjected to welding whichwould destroy the desirable characteristics obtained by heat treatment.Of course, heat treatment of the individual members is greatlyfacilitated because it is possible to administer in conventionaltreatment ovens which are not only much less expensive than specialtyovens required heretofore, but which can also be used for otherapplications so that the economics of the situation are vastly improved.Of course, the previous necessity to manufacture the chains inindividual sections which are heat treated and subsequently connected iseliminated in the protective mail mesh according to the presentinvention. As just pointed out, the individual members can be heattreated and subsequently be assembled into the mail mesh. Also, there isno need for special connecting members as heretofore, except if itshould be desired to provide such special connecting members at theopposite ends of the mail mesh where the same meet when the mesh hasbeen placed around a vehicle tire, the purpose being to provide areleasable connection to facilitate mounting and demounting of the tire.However, it is possible in accordance with the invention to provide anendless mail mesh and to thereby completely eliminate the need forspecial connecting members.

' The novel features which are considered as characteristics for theinvention are set forth in particular in the appended claims. Theinvention itself, however, both as to its construction and its method ofoperation, together with additional objects and advantages thereof, willbe best understood from the following description of specificembodiments when read in connection with the accompanying drawing.

BRIEF DESCRIPTION OF THE DRAWING FIGS. 1-3 are each plan views of threedifferent one-piece members according to the present invention;

FIGS. 4 and 5 illustrate another one-piece members according to thepresent invention in a side view and a plan view, respectively;

FIGS. 6 and 7 are two plan views of two further one-piece membersaccording to the present invention;

FIG. 8 is a plan view showing several horseshoe-shaped members accordingto the present invention connected to one another;

FIG. 9 is a section taken on the line IXIX of FIG. 8;

FIG. 10 is a plan view illustrating still another member according tothe present invention;

FIG. 11 is a section taken on the line XI-XI of FIG. 10;

FIG. 12 is a perspective view illustrating two of the members shown inFIG. 1 in the process of being assembled with one another;

FIG. 13 is a section of a protective mail mesh assembled from members ofthe type shown in FIG. 1, in a plan view; and

FIGS. 14-23 are diagrammatic fractional plan views similar to FIG. 13but illustrating sections of protective mail mesh fabrics assembled fromvarious different members and in various different arrangements.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Discussing-firstly FIG. I itwill be seen that we have illustrated therein a single one-piece memberfor making a protective mail mesh according to the present invention.FIG. I illustrates one possible embodiment wherein the member consistsof a connecting portion 1 and two closed loop portions 2 of one-piecewith the connecting portion 1. The loop portions 2 are each providedwith an opening 3 as clearly shown at the right-hand side of FIG. 1where the loop portion 2 is shown in longitudinal section. In theembodiment of FIG. I the con necting portion 1 is arcuately curved inform of a quarter circle and the general claims A extending through theloop portions 2 normal to the plane of the drawing are substantiallytangential to the arcuately curved connecting portion 1.

The member illustrated in FIG. 2 is quite similar to the one shown inFIG. 1 except that here the connecting portion 1 is configurated'insubstantially semicircular form and provided with two straightextensions 1a which extend substantially tangential to the connectingportion 1. Also, in contrast to the embodiment of FIG. 1, the loopportions 2 do not extend tangential to the curvature of the connectingportion 1 but rather include an angle a of substantially with oneanother. The portions 1a are so arranged that an extension of the innersurfaces of the loop portions 1 will intersect each other and the centerof curvature M of the connecting portion 1. This has the advantage thata mail mesh assembled from the members shown in FIG. 2 will beparticularly well able to conform itself to the curved surface of thevehicle tire as well as to unevenesses of the ground because with suchconstruction a significant freedom of tilting in a plane normal to theplane of the drawing is guaranteed. Also, the embodiment of FIG. 2 isparticularly suitable for drop forging production.

The embodiment illustrated in FIG. 3 differs from FIG. 2 in that theconnecting portion 1 is of substantially oval outline but with oneside-one of the longer or less curved sides of the oval-being opened asshown. Here, also, the loop portions 2 include with one another an anglea of approximately 90.

The member illustrated in FIGS. 4 and 5 differs from the embodiments inFIGS. 1-3 in that the connecting portion 1 is of substantially circularoutline as particularly visible in FIG. 5. However, the circle outlinedby the connecting portion 1 is not closed; rather, it is open asindicated by the substantially 65 and ,8. In this embodiment the loopportions 2 are transversely spaced and extend in parallelism with oneanother, the spacing being identified with a. In FIG. I we haveillustrated loop portions 2a of another member which is assumed to berequiring connection with the member of FIG. 5. The loop portions 2a areillustrated in section and the time at which the section is taken iswhen they are being slidably inserted over one of the loop portions 2onto the connection portion 1. It will be seen that the loop portions 2aand their openings 3a are of the same dimensions as correspondingelements of the members shown in FIGS. 4 and 5. In FIG. 4 the width ofthe opening 3 is identified with h and the length with r. The samereference designations can be found in FIG. 5, and it will be seen thatwhen the loop portions 2a are to be connected with the member shown inFIG. 5, the loop portions 2a will contact the outer surface of themember of FIG. 5 at the contact points B. To assure that the loopportions 2a can be connected in this manner with the member shown inFIG. 5, it is necessary that the width h of the loop portions 2 asmeasured in their respective general plane A be in the openings 3 and beat least identical with the width of the larger than the thickness of bof the loop portions measured in the direction normal thereto. It isfurther necessary that the length t of the openings 3 be at leastidentical to and preferably larger than the total width H of each loopportion measured in the same plane. Further, the width h of the openings3 must be at least the same as and preferably larger than the thicknessd of the connecting portion 1 measured in this direction, as shown inFIG. 4. These requirements must be met in all embodiments shown in thedrawing to make it possible to insert the loop portions of one memberover those or through those of another, Furthermore,

in the embodiments of FIGS. 3 and 5 it is necessary that the smallestdistance between the adjacent loop portions 2 of one member, identifiedwith a, be at least before and during assembly of the protective mailmesh greater than the distance and c of the arms laterally bounding theloop portions and measured in the general plane A of the loop portions,because otherwise it is not possible to put the loop portions 2 throughthe openings 3a in the loop portions 2a as shown in FIG. 5.

Finally, it is also necessary to assure that time loop portions 2a canbe moved the region where the loop portions 2 merge into the connectingportion 1. For this it is necessary to assure that in addition to theprevious requirements the width h of the respective loop portions 2amesh in their general plane A of the openings 3a be at least equal tobut preferably larger than the distance x corresponding to the distancebetween the connecting line C of the two contact point B of the twoadjacent loop portions 2a of the same member with the other member and aline E extending parallel thereto through the outermost contact point Dof the radius r of one of the loop portions 20, with the radius r,constituting the changeover from the inner surface of the loop portion 2to the inner surface of the connecting portion 1, measured at the timewhen the contact points D on passing-through of a loop portion 2 or aconnecting portion I are spaced farthest from one another, that is whenthe dimension y in FIG. has reached its largest value. If theserequirements are met, then the individual members can be slidablyconnected in the described manner without any difficulties and be unitedinto a protective mail mesh according to the present invention.

A further preferred dimensional relationship is in having the respectivelength r of the opening 3 of the loop portions be at least double andpreferably still larger than the thickness d, of the connecting portion1, as indicated in FIGS, 4 and 5. Furthermore, the member illustrated inFIGS. 4 and 5 is so configurated that the length l of each loop portion2 projecting to the symmetry plane S extending substantially normal tothe plane of the connecting portion 1 is for each loop portion 2 haswith respect to the length f projected to the same plane S of theaperture substantially surrounded by the associated connecting portion 1a ratio of approximately 1:0.8 to 120 Further, FIG. 5 still shows thedimension g which indicates the width as seen substantially normal tothe symmetry plane S of the aperture surrounded by the connectingportion 1. In the circular configuration shown in FIGS. 4 and 5, thisdimension corresponds to the dimension f. However, it should be at leastequal to and preferably larger than the sum of the distance a and twicethe thickness b.

The embodiments of the members illustrated in FIGS. 6 and 7 correspondlargely to the one shown in FIGS. 4 and 5 with the difference that theconfiguration of the connecting portion I is not circular but rather, inFIG. 6, substantially rectangular and in FIG. 7 substantially quadratic.In FIG. 6 the connecting portion 1 surrounds a rectangle which issubstantially closed except for one of its shorter sides, whereas inFIG. 7 the connecting portion 1 surrounds a square having one opencorner. The dimensions are the same as outlined with respect to FIGS. 4and 5, and these dimensions are valid for the following embodiments.However, the dimensions g and f are somewhat different and thereforeidentified in FIGS. 6 and 7 respectively.

FIGS. 8 and 9 show a further embodiment of a member for use in aprotective mail mesh according to the present invention. This embodimentchose the member to be of substantially horseshoe-shaped configurationand the correspondingly curved connecting portion la surrounds anaperture which is open between the anus of an angle B of approximately135. Straight extension portions la are provided on the connectingportion l and extend tangentially to the curvature of the connectingportion 1. Flg. 9 clearly shows that in this embodiment. as in all theothers, the outline of the loop portions 2 is substantially rectangularwith rounded comers. However, the loop portions 2 may, it should beemphasized, also have a different configuration, for instance asubstantially oval outline.

In FIGS. 10 and 11 we have illustrated yet a further member according tothe present invention which in contrast to the preceding embodiments hasfour loop portions 2. These correspond to the loop portions 2 which havebeen previously discussed but the connecting portion 1 here consists ofparts which cross each other at the point P which constitutes the centerof the illustrated member. Again, the member shown in FIGS. 10 and l lis of one-piece construction.

FIG. 12 illustrates by way of example how two of the members of FIG. 1are connected with one another. Here, one loop portion 2a of one memberis inserted through the opening 3 of a loop portion 2 of the othermember and it is clear that this is possible only if the respective loopportions have a predetermined orientation relative to one another. Oncethe loop portions have so been connected and the end portion 1b of theconnecting portion 1 is located within the confines of the opening 3 ofthe loop portion 2, then the opposite loop portion 2a is tilted in thedirection of the arrow z so that the dimension H of the just insertedloop portion 2a is now considerably larger than the dimension h of theopening 3 for which it has been inserted. It is clearthat now onundesired disconnection of the two members is no longer possibleparticularly because, when an entire protective mail mesh is assembled,the two members illustrated in FIG. 12 will be held still further intheir respective positions by connection with the additional memberswhich surround them and are not illustrated in FIG. 12. The contactsurfaces 4 identified in FIG. 12 contact and support the vehicle tirewith respect to the ground whereas, if the ground is even partiallylevel, the connecting portions 1 will contact neither the ground or thevehicle tire.

From the embodiments illustrated it will be clear that it isadvantageous with the general planes of the respective loop portions ofeach member extend inclined with respect to one another at an acuteangle or on obtuse angle and include with one another an angle ofbetween 30 and 150, preferably of substantially However, as also shown,the general planes of the loop portions may also be located inparallelism with one another. These general planes advantageously extendsubstantially normalto the plane in which the connecting portion one ofthe respective member is located. However, this is not absolutelynecessary and the general planes of the loop portions may also beinclinedat an angle of substantially 45 with respect to the plane inwhich the connecting portion is located. Which of these various possibleembodiments is utilized depends upon the type of terrain for which theprotective mail mesh is to be employed as well as the type of vehicle onwhich it is to be used, the work to be performed thereby, and similarconsiderations.

It is particularly advantageous from a point of view of manufacture ifall loop portions of each type of member have identical form anddimensions. Furthermore, this of course eliminates any need for specialhandling and checking during assembly.

Generally speaking it is advantageous if the connecting portions arecurved along one or several relatively large radii. Such curvature maybe in form of quarter surface, have surface or the like, as alreadyshown, and the various other possibilities have been suggested by way ofexample in the preceding embodiments.

The embodiment illustrated in FIGS. 8 and 9 is preferred from a point ofview of manufacture, particularly if the thus configurated members aremade by drop forging. Furthermore, this type of member when assembled ina protective mail mesh is particularly advantageous as will bediscussed.

With respect to the embodiments of FIGS. 10 and 11, we wish to point outthat this is especially advantageous for the assembly of the protectivemail mesh intended for tires of particularly large dimensions. Thenecessarily larger dimensioning of the members of FIGS. 10 and 11 versusthe type of members having only a one-part connecting portion 1, makesit possible to reduce the number of individual members required forassembly for a protective mail mesh and this in turn reduces the timerequired for the assembly and the expenses for the manufacture of themesh.

Usually, the openings in the loop portions will, when the assembledprotective mail mesh is placed onto a tire, extend substantially inparallelism with the tire surface. However, it is also possible to havethe openings extend at an acute angle of up to approximately 45 to thetire surface, a construction which is particularly advantageous fortires with relatively small outer diameters. It is also advantageous,regardless of which of the various types of members are used, if allcorners and edges on the connecting portions and the loop portions arerounded along relatively large radii. This avoids clamping and bindingof the individual members with respect to one another during use andthus reduces a source of increased wear and possibly deformations orbreakage. Furthermore, such a configuration of course facilitates theconnection of the individual members.

Various different types of steels are suitable for making the membersaccording to the present invention. Thus, dropforged steel is suitable,as is annealed alloy steel, alloyed or unalloyed tooled steel andaustenitic hard mangenese steel. It will be clear that the steels whichhave been listed here are primarily those which have been givenwear-resistant characteristics by heat treatment. It will also be clear,however, that other types of steel are suitable for the purposes at handas has been pointed out earlier.

A novel protective mail mesh according to the present inventionincludingboth the section covering the tread face of the vehicle tire and thesections covering the side faces thereof-is assembled without the use ofwelded parts at least predominantly, and advantageously by farpredominantly of one-piece fenders of the type outlined before andassembled in the manner set forth here. It is advantageous if thesection covering the tread face and/or the sections covering the sidefaces of the vehicle tire consist exclusively of one-piece membersaccording to the present invention, except for connecting members whichmay be utilized at the opposite ends to join the same. These sectionsmay predominantly be constructed from identical one-piece members whichgreatly reduces the expense involved in the manufacturing and stockingof such members. However, it is also possible to have for instance thesection covering the tread face of the vehicle tire consistpredominantly of a plurality of one-piece members which are identicalwith one another but which are different from those from which thesections covering the side faces of the vehicle tire are assembled. Inthis case one obtains different characteristics for the section coveringthe tread face and the sections covering the side-faces. Also, ofcourse, it is possible for instance to construct the section coveringthe tread face at least predominantly of identical one-piece members andto construct the sections covering the side faces of two different typesof members which are alternately connected with one another. Again, thesection covering the tread face may be assembled with a plurality ofdifferent members whereas the sections covering the side faces may atleast be predominantly assembled from identical members. Otherpossibilities will of course offer themselves to those skilled in theart and are intended to be included in this recitation.

Regardless of the particular construction utilized, however, it will beappreciated that the large number and varieties of individual one-piecemembers as well as possibilities for assembling them in differentcombinations provides for the possibility of assembling a protectivemail mesh of great versatility and diversity, and which can be tailoredexactly for the given operating requirements, ground conditions, tiredimensions and the like to thereby obtain optimum characteristics.

Generally it is advantageous if the loop portions of the individualmembers, which serve as contact and supporting elements, all extend atan acute angle with respect to the direction of forward rotation of thevehicle tire. This not only provides high traction as a result ofexcellent contact with the ground, but also good lateral guidance of thetire. If the lateral guidance of the tire, or the ground contact andconsequent traction is particularly high, then the loop portions can allextend either in or transversely to the direction of rotation of thevehicle tire. Of course, a combination of these arrangements is alsopossible.

Coming now to FIG. 13, it will be seen that we have illustrated here asection of a protective mail mesh assembled exclusively from members ofthe type illustrated in FIG. 2. Clearly, the individual members cannotaccidentally become disconnected. In this embodiment the mail mesh maybe so mounted on the tire that the direction of rotation of the tire isindicated with the arrow V, where it may be so mounted that thedirection of rotation of the tire as indicated by the arrow W. In eithercase, the loop portions 2 which constitutes the supporting rod abuttingportions will always extend at an angle of approximately 45 with respectto the direction of rotation of the tire.

FIG. 14 is somewhat reminescent of FIG. 13 although it is much morediagrammatic. Here, the direction of rotation of the tire to which themail mesh of FIG. 14 is to be applied, is identified with the arrow V.Reference numeral 5 generally identifies the section of the protectivemail mesh which contacts the tread face of the tire and referencenumeral 6 identities the sections which contact the side faces of thetire. The section 5 is illustrated as consisting of individual membersof the type shown in-FIG. 3 and identified with reference numeral 7,whereas the sections 6 are shown to be assembled from individual members8 of the type shown in FIGS. 4 and 5.

TI-Ie individual members 7 are so configurated and connected with oneanother that each member 7 abuts at four points against the ground aswell as against the tire. This assured that a tilting of the loopportions 2 on which the tire is supported is completely impossible.Accordingly, the exceedingly high wear which would result if tilting ofthe loop portions 2 were to be permitted, is avoided with thisconstruction. Furthermore, the supporting loop portions 2 always extendunder an angle of approximately 45 to the direction V in which the tirerotates so that the lateral guidance for the tire is good as well as thetraction which is provided. As shown in FIG. 14, the individual members8 of which the sections 6 are assembled can be readily and without anydifficulties connected with the members 7 as well as with otherindividual members. They permit a larger movement in planes which extendapproximately normal to the plane of the drawing and as a result thesection 6 can conform readily to the outer configuration of the tire inthe region of the fire shoulder.

The embodiment of FIG. 15 is another diagrammatic illustrationreminescent of that in FIG. 14. It illustrates the lefthand side of asection 5 of a protection mail mesh extending across the tread surfaceof the tire, and a section 6 which contacts one lateral tire surface.The nonillustrated .half of the section 5 and the nonillustrated secondsection 6 are mirror symmetrical with respect to what has beenillustrated and therefore would not contribute anything to anunderstanding of the invention if illustrated.

In the embodiment of FIG. 15 again the section 5 consists of a pluralityof individual members 7 corresponding to those shown in FIG. 3 indetail. However, in the region of the tire shoulder there begins therelatively wide dissection 6 which here consists of a plurality ofindividual members 8 of the type shown in FIGS. 4 and 5 which in partare connected to one another and in part are connected by closed chainlinks 9 of conventional construction. These conventional chain links 9,which need not be further illustrated because they are simply closed toelongated loops well known to anyone conversant with the construction ofchains, provide for particularly great flexibility of the mail mesh inthe regions where they are utilized. In fact, their use makes itpossible to lift up the section 6 in toto substantially normal to theplane of the drawing when the section 5 is lying in a flat position.

It will be seen that the first row of conventional chain links 9,located closer to the section 5, is so arranged that it is locatedprecisely in the region of the tire shoulder by substantially normallifting of the section 6 with respect to the section 5 is necessary.Thus, the mail mesh shown in FIG. 15 is particularly advantageousbecause of its ready conformance with the exterior configuration of thevehicle tire. A number of individual members 8 is located between thefirst row of known chain links 9 and the individual members 7 of thesection 5,

the context of the mail mesh in FIG. 16 the loop loop portions of twoadjacent individual members 8 are always turned through 90 withreference to one another so that the individual members 8 in FIG. 16 asseen from left to right constitute zigzag strands which extendtransversely to the direction of advancement v and with the individualstrands being connected by conventional closed chain links 9. Bycontrast, and the embodiment of FIG. 23, the loop portions of theindividual members 8 are all arranged in parallelism with one another sothat the individual members 8 constitute individual strands inclined tothe direction of advancement v or w and which strands are againconnected with the known chain links 9. The embodiment according to FIG.23 makes it possible for the loop portions 2 of the individual members 8to perform more pronounced tilting movements on the connecting portions1 of the adjacent individual members 8 than is possible in theembodiment of FIG. 16. As a consequence we obtain the significantadvantage that the embodiment of FIG. 23 can conform still moreintimately to the tire than was the case in FIG. 16 which is ofparticular advantage in tires which undergo strong deformations duringuse.

It will be appreciated that many other combinations and arrangements arepossible, and that many other configurations of the individual membersare conceivable. Thus, the mail mesh which can be constructed for theindividual requirement can always be assembled with a view towardsmaximum utility and maximum performance characteristic, maximumprotection for the vehicle tire and maximum guidance of the tire withmaximum traction transmission.

The method of assembling or fabricating a protective mail mesh accordingto the present invention eliminates the need for any welding bymanufacturing the mail mesh from individual members of the type hereindisclosed which are assembled in the manner discussed earlier withoutthe need for any welding. Such a mail mesh may be predominantlyconstructed and assembled form such one-piece members, thereby avoidingthe disadvantages known from the prior art, and obtaining the advantagesset forth. The individual members are advantageously made by dropforging that can also be constructed in other ways, for instance bycasting or by forming suitable blanks, such as bar stock, andsubsequently welding together the properly bent portions where this isnecessary. It is particularly advantageous to form the individualmembers completely prior to assembly, that is to have them undergo allnecessary processes including necessary heat treatment because thisgreatly facilitates the assembly of the mail mesh and avoids the needfor investments of working capital in special heat treatment ovens ofthe type required for heat treating the large, bulky and heavy completedmail mesh. Furthermore, according to the present invention, protectivemail mesh of the type here disclosed can be quickly assembled to orderbecause of the elimination of welding steps and of subsequent heattreatment. It is therefore for all practical purposes no longernecessary to have completed mail mesh in stock, and rather such mailmesh can be manufactured to order as the individual order is received.

We still wish to emphasize that in certain embodiments of the individualmembers according to the present invention it may be advantageous tosubject the members to bending subsequent to their assembly into theprotective mail mesh, such that the aperture which is partiallysurrounded by the curved or otherwise bent connection portion will nolonger be opened, but will instead be completely closed. In other words,the connecting portion should constitute a circumferentially completeoutline of a circle, rectangle or whatever configuration. Depending uponthe size of the individual members so to be treated this is sometimesnot possible without localized heating of the portions of the memberswhich have to be deformed, but this localized heating does not requireplacing of the members or the mail mesh into a heating treatment ovenand instead is carried out locally by directing heat to the respectiveportions of the members which undergo such deformatron.

It will be understood that each of the elements described above, or twoor more together, may'also find a useful application in other types ofconstructions differing from the types described above. 7

While the invention has been illustrated and described as embodied in aprotective mail m'esh which is particularly suitable for vehicle tires,it is not intended to be limited to the details shown, since variousmodifications and structural changes may be made without departing inany way from the spirit of the present invention.

What is claimed as new and desired to be ters Patent is set forth in theappended l. A protective mail mesh of exteriorly surrounding vehicletires, including a first section surrounding a tire tread face and apair of second sections at opposite lateral sides of said first sectionand each surrounding a tire side face, each of said sections comprisinga plurality of rigid one-piece steel members protected by Leteachconsisting of a connecting portion laying in a first plane and of fatleast two flat closed loop portions connected by said connecting portionand lying in second planes normal to said first plane, each of said loopportions of each of said members being provided with an opening sodimensioned as to permit only sliding insertion therethrough of a loopportion of an other of said members only when the loop portions of saidmembers have a predetermined orientation with reference to one another,and to slidably and turnably accommodate at least a part of theassociated connecting portion of said other member, and all connectingportions of all of said members lying in the same plane and eachextending through and being at least in part slidably and turnablyaccommodated in a loop portion of at least one other of said pluralityof members, whereby all of said members are connected movable withrespect to each other and together constitute a mail mesh with all ofsaid connecting portions extending in said same plane and all of saidflat loop portions extending normal to said same plane. 1

2. A protective mesh as defined in claim 1, wherein said second planesof said loop portions are the respective general planes thereof; andwherein said general planes of the loop portions of each of said membersare inclined with reference to one another.

3. A protective mesh as defined in claim 1, wherein said general planesare inclined with reference to one another at an acute angle.

4. A protective mesh as defined in claim 2, wherein said general planesare inclined with reference to one another at an obtuse angle.

5. A protective mesh as defined in claim 2, wherein said general planesare inclined with reference to one another at an angle betweensubstantially 30 and 150.

6. A protective mesh as define in claim 5, wherein said angle is on theorder of 90.

7. A protective mesh as defined in claim 1, wherein said second planesare the general planes of said loop portions, and wherein said generalplanes of the loop portions of each of said members extend transverselyspaced but in substantial parallelism with one another.

8. A protective mesh as defined in claim 1, wherein said at least twoloop portions of each member are of identical outline and dimensions.

9. A protective mesh as defined in claim 1, wherein said connectingportion is arcuately curved.

10. A protective mesh as defined in claim 9, wherein said connectingportion has at least one radius of curvature.

11. A protective mesh as defined in claim 9, wherein said connectingportion is of part-circular arcuately curved outline.

12. A protective mesh as defined in claim 9, wherein said connectingportion has the outline of a partially complete oval having two longersides one of which is open.

13. A protective mesh as defined in claim 9, wherein said connectingportion has the outline of a partially complete circle having an opensegment which includes an angle of between substantially 20 and andthese members 8 correspond to the ones illustrated in FIGS. 4 and 5.They cannot tilt normally to the plane of the drawing because they areheld by their loop portions 2 which are clamped between the tire treadface and the ground so that their connecting portion 1 extendssubstantially parallel to the ground and the tire tread face. A tiltingis possible only in the region of the known chain links line but can inthis region take place as much as required.

This construction has the advantage that the section 5 cannot movelaterally so that the individual members 7 will always remain in theregion of the tire tread face and axial shifting of the mail mesh is notpossible with respect to the tire. This evidently results in excellentlateral guidance of the tire. It should be pointed out with respect toFIG. that all loop portions, including the conventional chain links 9,are always arranged in a row one behind the other so that these rowsextend approximately under an angle of 45 inclined to the direction ofrotation of the tire, a factor which is highly advantageous with respectto the lateral guidance of the tire as well as with respect to theincreased traction to be obtained.

As shown in FIG. 16 the section 5 of the mail mesh which contacts thetread face of the tire can also be configurated analogously to thesection 6 described in FIG. 15. When the entire mail mesh is soconfigurated this results in a particularly elastically yieldable mailmesh which can accommodate itself to all unevenesses of ground anddeformations of the vehicle tire. Evidently, a mail mesh of this type isparticularly advantageous for use with vehicle tires which particularlystrongly undergo deformation during operation of the vehicle. It shouldalso be pointed out that with the construction shown in FIG. 16, it isimmaterial whether the direction of rotation of the tire is thatindicated by the arrow V or by that indicated by the arrow W, exceptthat in the latter case it is necessary that the outer strands be turnedthrough 90 and be arranged at the upper and lower edges as seen in FIG.16 and not--as illustrated-at the right and left-hand side. It shouldalso be pointed out that generally it is desired to associate as fewloop portions as possible with any one connecting portion to guaranteemaximum possible freedom of movement of the connected members withrespect to one another. However, this is the case only if the loopportions can have considerable freedom of movement on the associatedconnecting portion and this in turn is possible only if not too manyloop portions are associated with any one connecting portion.

Coming now to the embodiment in FIG. 17, it will be seen that this isreminescent of the one in FIG. 16. The difference is that in place ofthe individual members 8 according to FIGS. 4 and 5, there are also usedindividual members 7 according to FIG. 3 which partially are directlyconnected and partially connected through the use of the conventionalchain links 9 of known construction. This embodiment also has a highdegree of conformance to the ground and to the configuration of thevehicle tire but compared to the one in FIG. 16 it is of somewhatcoarser mesh and thus has an improved self-cleaning effect which isparticularly important when the ground on which it is to be used issoft.

The embodiment of FIG. 18 utilizes predominantly the members of theconfiguration illustrated in FIG. 8 and 9, here identified withreference numeral 10. The individual members 10 are particularly in theregion of the section 5 in part connected with closed chain links ofconventional known construction. Other than this, the embodiment of FIG.18 corresponds substantially to the embodiment of FIG. 16 and in bothcases the mail mesh obtained is of relatively fine mesh and provides aparticularly large contact surface which serves sary to arrange theouter left and right strands turned through that is at the upper andlower edges in FIG. 18 instead of at the left and right-hand side as nowillustrated.

FIG. 19 shows particularly coarse-mesh construction having a very strongself-cleaning effect and thus being particularly well suited for use insoft and swampy ground. It is configurated of a plurality of individualmembers of the type shown in FIGS. 4 and 5 as well as a plurality ofclosed conventional chain links 9 known from the prior art. Theindividual members of FIGS. 4 and 5 are identified with referencenumeral 8 and constitute individual zigzag-shaped strands extending inthe direction W which are connected with the conventional chain links 9with one another which are arranged one behind the other in thedirection W. Again, the mesh shown in FIG. 19 can be used for a tirerotating either in the direction v or in the direction of w but in thelatter case the reversal of the outermost strands must again be effectedas discussed with respect to FIG. 18. It should be pointed out that theembodiment of FIG. 19 is particularly well suited if the tire rotates inthe direction v because in this case the conventional chain links 9 ofknown construction constitute rows extending transversely to thedirection of rotation w and serve to enhance the flexibility of the mailmesh in circumferential direction.

The embodiment of FIG. 20 is reminescent of that of FIG. 19 except thatthe zigzag-shaped strands which again are assembled from individualmembers 8 of the type shown in FIGS. 4 and 5, and extending normal tothe direction of rotation v are connected with closed conventional chainlinks 9 with additional members 8 which are arranged substantially inparallelism with one another in a row extending normal to the directionv. While this makes the mail mesh have a somewhat finer meshconstruction, the mesh is still significantly coarser than in theembodiments of FIGS. 13-18 and the self-cleaning effect accordinglylarge. Also, because of the double loop portions 2 of the members 8extending in the direction of rotation of the tire, which members 8connect the individual zigzag-shaped strands with one another, this mailmesh provides particularly good lateral guidance for the tire. Thestrands itself, in which the loop portions 2 are inclined at an angle ofapproximately 45 to the direction of advancement v, act together toprovide good traction. The chain links 9 which connect the strands withthe individual members 8 extending in the direction of advancement v,are inclined at an angle of approximately 45 to the direction ofadvancement v always in rows which extend normal to the direction v.This further improves the flexiblity of the mail mesh in circumferentialdirection although the flexiblity is not as good as in the embodiment ofFIG. 19.

The embodiment of FIG. 20 corresponds substantially to that of FIG. 21except that individual members 7 of the type shown in FIG. 3 have beenused which eliminates the need for the use of as many conventional chainlinks 9. Clearly, this in turn eliminates many possible areas of wear sothat the mail mesh of FIG. 21 is particularly wear resistant. Theflexibility of the mail mesh of FIG. 21 in circumferential direction isstill somewhat lower than that of FIG. 20 but other than that thecomments made with respect to FIG. 20 are applicable to the embodimentof FIG. 21 also.

The embodiment of FIG. 22 is constructed analogously to FIG. 20 exceptthat the individual strands which extend transversely of the directionof advancement v are connected with individual members of the type shownin FIGS. 10 and 11. This mail mesh is of somewhat coarser mesh than theones shown in FIGS. 13-18 but has a finer mesh than the ones shown inFIGS. 192l. The total supporting surface which the tire is supported onthe ground by the interposed mail mesh is correspondingly greater andthus the protection afforded the tire surface is correspondingly better.The mail mesh of FIG. 22 requires only very few conventional chain links22 and is thus highly wear resistant.

The embodiment of FIG. 23 is rather similar to the embodiment of FIG.16. It differs from the latter, however, particularly in the arrangementof the individual members 8 within 14. A protective mesh as defined inclaim 9, wherein said connecting portion has the outline of a partiallycomplete circle having an open segment which includes an angle ofbetween substantially 120 and 160.

15. A protective mesh as defined in claim 9, wherein said connectingportion has the outline of a partially complete circle, and wherein thegeneral planes of the respectively associated loop portions are eachplane substantially tangential to the outline of said connectingportion.

16. A protective mesh as defined in claim 9, wherein said connectingportion is of substantially horseshoe shaped outline and has oppositeends, and wherein the associated loop portions are each integral withone of said ends with their respective general plane each constituting astraight line continuation of the respective end.

17. A protective mesh as defined in claim 1, wherein said connectingportion is of substantially polygonal outline.

18. A protective mesh as defined in claim 17, wherein said connectingportion outlines a peripherally incomplete rectangle having an openside.

19. A protective mesh as defined in claim 17, wherein said connectingportion outlines a peripherally incomplete rectangle having twolonger'sides and two shorter sides one of which latter is open.

20. A protective mesh as defined in claim 1, said connecting portionincluding at least two elongated intersecting parts rigid with oneanother, one of said parts being provided with said two closed loopportions; and further comprising at least one additional loop portionprovided on the other of said parts.

21. A protective mesh as defined in claim 20, wherein said parts crossone another centrally intermediate their respective opposite ends.

22. A protective mesh as defined in claim 1, wherein said connectingportion is of other-than-straight configuration and constitutes acircumferentially incomplete outline of an aperture, and wherein thewidth of said aperture measured substantially normal to the plane ofsymmetry of said member is at least equal to the sum of the smallestdistance between said loop portions and double the thickness of thelatter measured in direction normal to the general plane thereof.

23. A protective mesh as defined in claim 1, said second planes beingthe general planes of said loop portions and said openings each alsohaving a general plane, and the width of said openings measured in therespective general plane at least equal to the thickness of said loopportions in direction normal to the respective general plane.

24. A protective mesh as defined in claim 1, said second planes beingthe general planes of said loop portions and said openings each alsohaving a general plane, and the width of said openings measured in therespective general plane being at least equal to the thickness of saidconnecting portion in said general plane and in the same direction.

25. A protective mesh as defined in claim 1, said second planes beingthe general planes of said loop portions and said openings each alsohaving a general plane, and the length of said openingsmeasured in therespective general plane being at least equal to the overall length ofsaid loop portions measured in the same direction in said general plane.

26. A protective mesh as defined in claim 1, said second planes beingthe general planes of said loop portions and said openings each alsohaving a general plane, and the length of said openings measured in therespective general plane being at least double the thickness of saidconnecting portion measured in a plane substantially normal to saidgeneral plane.

27. A protective mesh as defined in claim 1, wherein the smallestdistance between said loop portions is greater than the width of the twolateral legs bounding the loop portion measured in the second plane ofthe respective loop portion.

28. A protective mesh as defined in claim 27, wherein the widths of saidtwo lateral legs are substantially identical.

29. A protective mesh as defined in claim 27, wherein the width of oneof said two lateral legs is different from the width of the otherlateral leg.

30. A protective mesh as defined in claim 1, wherein said connectingportion is of other-than-straight configuration and constitutes acircumferentially incomplete outline of an aperture, and wherein thelength of each loop portion measured in a plane of symmetry of saidmember substantially normal to said second plane of the respective loopportion has a ratio of between 1:0.8 and 12.0 to the length of theaperture outline by said connecting portion and also measured in saidplane of symmetry.

31. A protective mesh as defined in claim 30, wherein said ratio is 1:1.

32. A protective mesh as defined in claim 1, wherein said connectingportion is of other-than-straight configuration and constitutes acircumferentially incomplete outline of an aperture, and wherein thelength of said aperture is at least equal to the sum of the smallestdistance between said loop portions and double the thickness of thelatter measured in direction normal to said second planes thereof.

33. A protective mesh as defined in claim 32, wherein said length ofsaid aperture is between 1.5 and 2 times said sum.

34 A protective mesh as defined in claim 1, wherein said loop portionshave planes of symmetry intersecting said openings and substantiallynormal to said second planes, and wherein said planes of symmetrycoincide with the said first plane of said connecting portions.

35. A protective mesh as defined in claim 1, wherein said loop portionshave planes of symmetry intersecting said openings and substantiallynormal to said second planes, and wherein said planes of symmetry do notcoincide with said first plane of said connecting portion.

36. A protective mesh as defined in claim 35, wherein said planes ofsymmetry of said loop portions are inclined with reference to said firstplane of said connecting portion.

37. A protective mesh as defined in claim 1, wherein said loop portionsare of substantially rectangular exterior configuration and have roundedcorners.

38. A protective mesh as defined in claim 1, wherein said loop portionsare of substantially oval exterior configuration.

39. A protective mesh as defined in claim 1, wherein said loop portionsare of substantially circular exterior configuration.

40. A protective mesh as defined in claim 1, wherein all edges andcorners of said members are rounded along respective large radii.

41. A protective mesh as defined in claim 1, wherein said membersconsist of casehardened steel.

42. A protective mesh as defined in claim 1, wherein said membersconsist of alloyed annealed steel.

43. A protective mesh as defined in claim 1, wherein said membersconsist of tool steel.

44. A protective mesh as defined in claim 43, wherein said tool steel isalloyed.

45. A protective mesh as defined in claim 1, wherein said membersconsist of austenitic hard manganese steel.

46. A protective mesh as defined in claim 1, wherein said sectionsconsist at least predominantly of identical ones of said members.

47. A protective mesh as defined in claim 1, wherein said first sectionconsists at least predominantly of members which are different from themembers in said second sections.

48. A protective mesh as defined in claim 1, said first sectionconsisting at least predominantly of identical ones of said members, andsaid second sections consisting predominantly of two differentlyconfigurated types of said members which are alternately connected withone another.

49. A protective mesh as defined in claim 1, said first sectionconsisting at least predominantly of differently configurated types ofsaid members, and said second sections consisting predominantly ofidentical ones of said members which are alternately connected with oneanother.

50. A protective mesh as defined in claim 1, wherein all of saidsections consist of at least two differently configurated types of saidmembers.

51. A protective mesh as defined in claim 1, said second planes beingthe general planes of said loop portions and said openings each alsohaving a general plane, wherein the height of each opening measured inthe longitudinal center plane of said openings is at least equal to andpreferably exceeds the distance between the connecting line of twopoints of contact of neighboring openings of a first link with a secondlink engaging said openings, and a line parallel to said first line andconnecting the outermost point of contact of one opening of said firstlink with the transition between the inside of an opening to the innersurface of the adjoining connecting portion of a second link, measuredin a position in which the distance between the first mentioned contactpoints during insertion of an opening or connecting portion of a secondlink through the openings of a first link is a maximum.

52. A protective mesh as defined in claim 1, wherein said openings ofsaid loop portions are disposed substantially parallel to the tiresurface.

53. A protective mesh as defined in claim 1, wherein said openings ofsaid loop portions are inclined at an acute angle not exceeding about 45to the tire surface.

54. A protective mesh as defined in claim 9, wherein the tread-formingpart and/or the lateralportions of the protective and/or antiskid meshfor a vehicle tire lack welded links of conventional kind andpredominantly consist and preferably nearly exclusively consist of theinterlinked one-piece members claimed in any one of the claims 1 to 48.

55. A protective mesh as defined in claim 54, wherein the tread-formingpart and/or the lateral portions of the mesh, with the exception of thelinks forming the mesh edges, consist exclusively of the interlinkedone-piece members claimed in any one of claims 1 to 48.

56. A protective mesh as defined in claim 54 wherein some of theone-piece members of the same or different types constituting thetread-forming part of the mesh are interconnected by conventional closedring-shaped chain links.

57. A protective mesh as defined in claim 54, wherein said openings ofsaid loop portions,.which serve as load-bearing elements that makecontact with the tire tread and with the ground are all placed at anacute angle to the direction in which the vehicle tire travels.

58. A protective mesh as defined in claim 54, wherein said openings ofsaid loop portions which provide the load-bearing surface that makecontact with the tire and with the ground are all placed in or acrossthe direction in which the vehicle tire travels.

59. A protective mesh as defined in claim 54, wherein some of saidopenings of said loop portions which serve as loadbearing elements thatmake contact with the tire tread and with the ground are placed at anacute angle in relation to, and others are placed in the direction of orcrosswise to the direction of travel of the tire.

60. A protective mesh as defined in claim 17, wherein said connectingportion outlines a peripherally incomplete square having an open corner.

1. A protective mail mesh of exteriorly surrounding vehicle tires, including a first section surrounding a tire tread face and a pair of second sections at opposite lateral sides of said first section and each surrounding a tire side face, each of said sections comprising a plurality of rigid one-piece steel members each consisting of a connecting portion laying in a first plane and of fat least two flat closed loop portions connected by said connecting portion and lying in second planes normal to said first plane, each of said loop portions of each of said members being provided with an opening so dimensioned as to permit only sliding insertion therethrough of a loop portion of an other of said members only when the loop portions of said members have a predetermined orientation with reference to one another, and to slidably and turnably accommodate at least a part of the associated connecting portion of said other member, and all connecting portions of all of said members lying in the same plane and each extending through and being at least in part slidably and turnably accommodated in a loop portion of at least one other of said plurality of members, whereby all of said members are connected movable with respect to each other and together constitute a mail mesh with all of said connecting portions extending in said same plane and all of said flat loop portions extending normal to said same plane.
 2. A protective mesh as defined in claim 1, wherein said second planes of said loop portions are the respective general planes thereof; and wherein said general planes of the loop portions of each of said members are inclined with reference to one another.
 3. A protective mesh as defined in claim 1, whereiN said general planes are inclined with reference to one another at an acute angle.
 4. A protective mesh as defined in claim 2, wherein said general planes are inclined with reference to one another at an obtuse angle.
 5. A protective mesh as defined in claim 2, wherein said general planes are inclined with reference to one another at an angle between substantially 30* and 150*.
 6. A protective mesh as define in claim 5, wherein said angle is on the order of 90*.
 7. A protective mesh as defined in claim 1, wherein said second planes are the general planes of said loop portions, and wherein said general planes of the loop portions of each of said members extend transversely spaced but in substantial parallelism with one another.
 8. A protective mesh as defined in claim 1, wherein said at least two loop portions of each member are of identical outline and dimensions.
 9. A protective mesh as defined in claim 1, wherein said connecting portion is arcuately curved.
 10. A protective mesh as defined in claim 9, wherein said connecting portion has at least one radius of curvature.
 11. A protective mesh as defined in claim 9, wherein said connecting portion is of part-circular arcuately curved outline.
 12. A protective mesh as defined in claim 9, wherein said connecting portion has the outline of a partially complete oval having two longer sides one of which is open.
 13. A protective mesh as defined in claim 9, wherein said connecting portion has the outline of a partially complete circle having an open segment which includes an angle of between substantially 20* and 80*.
 14. A protective mesh as defined in claim 9, wherein said connecting portion has the outline of a partially complete circle having an open segment which includes an angle of between substantially 120* and 160*.
 15. A protective mesh as defined in claim 9, wherein said connecting portion has the outline of a partially complete circle, and wherein the general planes of the respectively associated loop portions are each plane substantially tangential to the outline of said connecting portion.
 16. A protective mesh as defined in claim 9, wherein said connecting portion is of substantially horseshoe shaped outline and has opposite ends, and wherein the associated loop portions are each integral with one of said ends with their respective general plane each constituting a straight line continuation of the respective end.
 17. A protective mesh as defined in claim 1, wherein said connecting portion is of substantially polygonal outline.
 18. A protective mesh as defined in claim 17, wherein said connecting portion outlines a peripherally incomplete rectangle having an open side.
 19. A protective mesh as defined in claim 17, wherein said connecting portion outlines a peripherally incomplete rectangle having two longer sides and two shorter sides one of which latter is open.
 20. A protective mesh as defined in claim 1, said connecting portion including at least two elongated intersecting parts rigid with one another, one of said parts being provided with said two closed loop portions; and further comprising at least one additional loop portion provided on the other of said parts.
 21. A protective mesh as defined in claim 20, wherein said parts cross one another centrally intermediate their respective opposite ends.
 22. A protective mesh as defined in claim 1, wherein said connecting portion is of other-than-straight configuration and constitutes a circumferentially incomplete outline of an aperture, and wherein the width of said aperture measured substantially normal to the plane of symmetry of said member is at least equal to the sum of the smallest distance between said loop portions and double the thickness of the latter measured in direction normal to the general plane thereof.
 23. A protective mesh as defined in claim 1, said second planes being the geneRal planes of said loop portions and said openings each also having a general plane, and the width of said openings measured in the respective general plane at least equal to the thickness of said loop portions in direction normal to the respective general plane.
 24. A protective mesh as defined in claim 1, said second planes being the general planes of said loop portions and said openings each also having a general plane, and the width of said openings measured in the respective general plane being at least equal to the thickness of said connecting portion in said general plane and in the same direction.
 25. A protective mesh as defined in claim 1, said second planes being the general planes of said loop portions and said openings each also having a general plane, and the length of said openings measured in the respective general plane being at least equal to the overall length of said loop portions measured in the same direction in said general plane.
 26. A protective mesh as defined in claim 1, said second planes being the general planes of said loop portions and said openings each also having a general plane, and the length of said openings measured in the respective general plane being at least double the thickness of said connecting portion measured in a plane substantially normal to said general plane.
 27. A protective mesh as defined in claim 1, wherein the smallest distance between said loop portions is greater than the width of the two lateral legs bounding the loop portion measured in the second plane of the respective loop portion.
 28. A protective mesh as defined in claim 27, wherein the widths of said two lateral legs are substantially identical.
 29. A protective mesh as defined in claim 27, wherein the width of one of said two lateral legs is different from the width of the other lateral leg.
 30. A protective mesh as defined in claim 1, wherein said connecting portion is of other-than-straight configuration and constitutes a circumferentially incomplete outline of an aperture, and wherein the length of each loop portion measured in a plane of symmetry of said member substantially normal to said second plane of the respective loop portion has a ratio of between 1:0.8 and 1:2.0 to the length of the aperture outline by said connecting portion and also measured in said plane of symmetry.
 31. A protective mesh as defined in claim 30, wherein said ratio is 1:1.
 32. A protective mesh as defined in claim 1, wherein said connecting portion is of other-than-straight configuration and constitutes a circumferentially incomplete outline of an aperture, and wherein the length of said aperture is at least equal to the sum of the smallest distance between said loop portions and double the thickness of the latter measured in direction normal to said second planes thereof.
 33. A protective mesh as defined in claim 32, wherein said length of said aperture is between 1.5 and 2 times said sum. 34 A protective mesh as defined in claim 1, wherein said loop portions have planes of symmetry intersecting said openings and substantially normal to said second planes, and wherein said planes of symmetry coincide with the said first plane of said connecting portions.
 35. A protective mesh as defined in claim 1, wherein said loop portions have planes of symmetry intersecting said openings and substantially normal to said second planes, and wherein said planes of symmetry do not coincide with said first plane of said connecting portion.
 36. A protective mesh as defined in claim 35, wherein said planes of symmetry of said loop portions are inclined with reference to said first plane of said connecting portion.
 37. A protective mesh as defined in claim 1, wherein said loop portions are of substantially rectangular exterior configuration and have rounded corners.
 38. A protective mesh as defined in claim 1, wherein said loop portions are of substantially oval exterior configuration.
 39. A protectiVe mesh as defined in claim 1, wherein said loop portions are of substantially circular exterior configuration.
 40. A protective mesh as defined in claim 1, wherein all edges and corners of said members are rounded along respective large radii.
 41. A protective mesh as defined in claim 1, wherein said members consist of casehardened steel.
 42. A protective mesh as defined in claim 1, wherein said members consist of alloyed annealed steel.
 43. A protective mesh as defined in claim 1, wherein said members consist of tool steel.
 44. A protective mesh as defined in claim 43, wherein said tool steel is alloyed.
 45. A protective mesh as defined in claim 1, wherein said members consist of austenitic hard manganese steel.
 46. A protective mesh as defined in claim 1, wherein said sections consist at least predominantly of identical ones of said members.
 47. A protective mesh as defined in claim 1, wherein said first section consists at least predominantly of members which are different from the members in said second sections.
 48. A protective mesh as defined in claim 1, said first section consisting at least predominantly of identical ones of said members, and said second sections consisting predominantly of two differently configurated types of said members which are alternately connected with one another.
 49. A protective mesh as defined in claim 1, said first section consisting at least predominantly of differently configurated types of said members, and said second sections consisting predominantly of identical ones of said members which are alternately connected with one another.
 50. A protective mesh as defined in claim 1, wherein all of said sections consist of at least two differently configurated types of said members.
 51. A protective mesh as defined in claim 1, said second planes being the general planes of said loop portions and said openings each also having a general plane, wherein the height of each opening measured in the longitudinal center plane of said openings is at least equal to and preferably exceeds the distance between the connecting line of two points of contact of neighboring openings of a first link with a second link engaging said openings, and a line parallel to said first line and connecting the outermost point of contact of one opening of said first link with the transition between the inside of an opening to the inner surface of the adjoining connecting portion of a second link, measured in a position in which the distance between the first mentioned contact points during insertion of an opening or connecting portion of a second link through the openings of a first link is a maximum.
 52. A protective mesh as defined in claim 1, wherein said openings of said loop portions are disposed substantially parallel to the tire surface.
 53. A protective mesh as defined in claim 1, wherein said openings of said loop portions are inclined at an acute angle not exceeding about 45* to the tire surface.
 54. A protective mesh as defined in claim 9, wherein the tread-forming part and/or the lateral portions of the protective and/or antiskid mesh for a vehicle tire lack welded links of conventional kind and predominantly consist and preferably nearly exclusively consist of the interlinked one-piece members claimed in any one of the claims 1 to
 48. 55. A protective mesh as defined in claim 54, wherein the tread-forming part and/or the lateral portions of the mesh, with the exception of the links forming the mesh edges, consist exclusively of the interlinked one-piece members claimed in any one of claims 1 to
 48. 56. A protective mesh as defined in claim 54 wherein some of the one-piece members of the same or different types constituting the tread-forming part of the mesh are interconnected by conventional closed ring-shaped chain links.
 57. A protective mesh as defined in claim 54, wherein said openings of said loop portions, which serve as load-bearing elements that make contact with the tire tread and with the ground are all placed at an acute angle to the direction in which the vehicle tire travels.
 58. A protective mesh as defined in claim 54, wherein said openings of said loop portions which provide the load-bearing surface that make contact with the tire and with the ground are all placed in or across the direction in which the vehicle tire travels.
 59. A protective mesh as defined in claim 54, wherein some of said openings of said loop portions which serve as load-bearing elements that make contact with the tire tread and with the ground are placed at an acute angle in relation to, and others are placed in the direction of or crosswise to the direction of travel of the tire.
 60. A protective mesh as defined in claim 17, wherein said connecting portion outlines a peripherally incomplete square having an open corner. 